Planooraph co



J. H. CORRION.

TRAIN CONTROL MECHANISM.

APPLICATION man MAY 22. 1916.

Patented Aug. 5, 1919.

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THE COLUMBIA PLANOURAPH co., WASHING TON, 0. C-

J. H. CORRION.

TRAIN CONTROL MECHANISM.

APPLICATION FILED MAYZZ. 1916.

1 ,31,1 63., Patented Aug. 5,1919.

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. I I I I 1 I 4 A 4' u auknfum James H. Cor/i022.

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1. H CORRION; TRAIN CONTROL MECHANISM.

APPLICATION FILED MAYZZ. 1916.

Patented Aug. 5, 1919.

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' Gim e- J. H. CORRION.

TRAIN CONTROL MECHANISM.

I APPLICATION FILED MAYZZIIQIG- 1L ,8 1 2, 1 68 Patented Aug. 5, 1919.

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JAMES H. CORRION, or BAY cIrnMIcHIGAN.

TRAIN-GONTROL MECHANISM.

Specification of Letters Patent.

Patented. Aug. 5, 1919.

Application filed May 22, 1916. Serial No. 99,179.

To all whom it may concern:

Be it known that I, J AMES H. GORRIO-N, a citizen of the United States of America, residing at Bay City, in the county of Bay and State of Michigan, have invented certain new and useful Improvements in Train- Control Mechanisms, of which the following is a specification.

This invention relates to an improvement in train control mechanisms.

The primary object of the invention is to provide an eflicient, positive, mechanism for actuating the throttle valve as well as the air brakes of a locomotive when the same is in a set position without the assistance of the engineer.

Another object of the invention is to provide a mechanism which will operate under all conditions of weather that portionof the mechanism which is carried by the train being at all times positively set,thesetting being efiected by the mechanisms arranged within the cab in a simple and convenient manner. a

Another object of the invention is to provide a construction in which that portion of the same which is located at the side of the track and which is preferably, although not necessarily, connected with a semaphore or other signal, is simple in itsoperation and not liable to get out of order. 1

Another object of theinvention is to provide a mechanism which will take up comparatively small space on the tender and in the locomotive and which will in no way interfere with the engineers operation of the throttle, and brake mechanism.

Tn the drawings 1 Figure 1 is a side .elevation of a portion of a locomotive and tender shown in outline with the present apparatus applied thereto.

' Fig. 2 is a plan view of the apparatus illustrating its relative position with regard to the locomotive and tender.

. Fig. 3 is an end elevation.

Fig. 4 is a section taken on the line 4.4 of Fig. 5.

Fig. 5 is a section taken onthe line 5- 5 of Fig. 4.

Fig. 6 is a detail view of the resetting cam.

Fig. 7 is a view taken transversely through the cab showing the arrangement of the mechanism which acts directly upon the throttle and brake levers.

Fig. 8 is a detail view of themechanism which is actuated to operate the levers which apply the brakes.

Fig. 9 is a section taken on the line 99 of Fig. 8. Fig. 10 is a top plan view of the mechanism illustrated in Fig. 8.

Fig. 11 is asection taken on the line 1111 of Fig- 8. p p Fig. 12 is a section taken on the line 12-12 ofFigS.

Fig. 13 is a detail perspective view of theplatform and parts mounted thereon.

Fig. 14 is a plan view of the throttle opcrating mechanism. Fig. 15 is a side view of the parts shown in Fig. 14. p i p In the drawings 10 designates a base plate or platform which is positioned adj a cent the track. This base plate is preferably rectangular and is provided at its four corners with apertured standards 11, each pair of standards supporting a guide rod 12. IA block 13 is slidably mounted on the guide rod 12, said block being centrally provided with spaced lugs 14 between which is received alink 15. This link 15 is pivotally connected to one arm of a bell crank 16 mounted on the semaphore post 17 the arm 18 of the bell crank 16 being connected to the signal 19 by meansof the rod 20.

It will be noted. that when the signal 19 is raised as illustrated in Fig. 3, the arm 18 of the bell crank is raised, causing the block 13 to be forcedalong the guides 12 toward the standards 11 which are located adjacent the track. A rack bar 20 is mounted upon standards 21 carried by the block 13, .Fig. 3 illustrating the two positions of the rack bar and. its supporting block as the signal is operated. 1 This mechanism constitutes the tripping or actuating mechanism for the means carried by the train which controls the throttle valve and air brakes.

Mounted on the truck of the tender preferably in advance of the front truck is a shaft 22 extending transversely of the truck and beyond the same there being gears 23 mounted on each end of said shaft. A gear 24is mounted on this shaft, said gear meshing with a smaller gear 25 mounted on a shaft. 26. This shaft passes through a box 27, which may be termed a shifting box, which is supported by the truck.

Arranged interiorly of said boX or casing 27is a bearing28, said bearing slidingbetween the upper and lower m'embers 29 and 29 of the box. The bearing block 28 sup ports a shaft 30 on which is mounted a pinion 31. A pair of pinions 32 are mounted on the axle 33 of the tender, whereby the shaft 26 which extends at right-angles to the shaft 30 through the box 27 and which is provided with a worm gear 35 intermediate its ends. At the base of the bearing 28 is pivotally mounted a pair of bearing members 36, said members being pivoted at the point 37 to the block and having their inner faces threaded as at 38 to receive the worm of the shaft. These members are curved outwardly as at 39 and then brought together below the box and apertured to receive a rod 40. Pins 41 are passed through the ends of said rod, there being a spring 42'interposed between each of said pins and the adjacent extension of the member 36. The tendency of these springs is to hold the members 36 together whereby to engage the worm of the shaft 30 in order that the bearing 28 may be fed longitudinally of the the gears 32.

box 27.

The shaft 30 is connected by the universal joint 43 to a shaft 44 mounted in a bearing 45. supported on the truck. This shaft supports a pinion 46 disposed to engage a pinion47 mounted on a lay shaft 48 mounted in a bearing 49 which is secured to the truck of the cab and which carries at its end remote from the pinion 47 a pinion 50. A

shaft 51 ismounted in suitable bearings in the body portion of the cab, the same extending vertically to a position adjacent the top of the cab and at its lower end carrying a pinion 52 disposed to mesh with the pinion 50.

From the structure thus far described, it will be seen that when the rack 20 is moved to the position shown in full lines in Fig. 3, in thepath of one of the gears 23 mounted on the shaft 22 said gear and the rack .as the train passes, will be engaged causing a rotation of said shaft 22 and a consequent rotation of the shaft 26 through the instrumentality of the meshing gears 24 and 25. The rotation of the shaft 26, through the medium of the worm 35, feeds the bearing block 28 longitudinally of the shifting box 27 until the miter gear 31 mounted on the shaft 30 is brought into mesh with one of =Itwill be understood that the bearing 28 may be moved in either direction to engage eitherof the gears 32, it depending'upon which sideof the track the tripping mechanism shown in Fig. 3 is positioned, the operation, however, being the same in each instance. When the gear31 is brought into meshwith either of the pinions 32 the shaft 30 will be rotated and through the universal joint 43 will rotate the shaft 44, which will transmit motionrto the shaft 48 which, in turn, will drive the vertically extending shaft 51 mounted in the cab.

A clutch segment 53 is carried by the shaft 51 and disposed to engage a segment 53 mounted upon a shaft 54 which is in axial alinement with the shaft 51. This shaft 54 at its upper end supports a pinion 55 which meshes with a pinion 56 mounted upon a countershaft 57 supported in any suitable manner in the cab. Arranged on said countershaft 57 is a sprocket wheel 58 over which passes the sprocket chain 59 disposed to mesh with a sprocket 60 mounted on the shaft 60 arranged parallel with the shaft 57. This shaft 60 actuates the throttle operating mechanism A which will be hereinafter described in detail. At the end of the shaft 57 remote from the gear 56 is arranged a pin ion 61 which meshes with a pinion 62 mounted upon a shaft 63 which actuates the air brake controlling mechanism which will be hereinafter described in detail.

The throttle operating mechanism.

As stated above, the shaft 60 is disposed to actuate the mechanism which operates the throttle valve. This mechanism is illustrated is detail in Figs. 14 and 15 and consists of spaced bearings 64 which are suitably mounted in the top of the cab and which support a pair of uide rods 65, on which is mounted for sliding movement a carriage 66. The shaft 60 is mounted in the bearings 64 extending parallel with the guide rod 65 and passing through a bearing 67 mounted on the carriage and interiorly threaded to receive a worm 68 carried by the shaft 60. A gear 68 is mounted on the shaft 60 and disposed to mesh with a gear 69.

mounted upon a counter shaft 70 supported in bearings 71 on the carriage 66 and parallel with the shaft 60 and the guide rods 65. A coiled sprin 72 embraces the shaft 60 and is interposed doetween the bearing 67 and one of the bearings 64 whereby to normally maintain the gears 68. and 69 in mesh. A guide 73 is supported by the carriage adjacent the shaft 70, said guide extending through the carriage beneath the same. Mounted for sliding movement within the guide is a slide 74, the face of which adjacent the shaft 70 is provided with a rack 75 disposed to be engaged by a segment 76 mounted upon the shaft 70. Arranged on the lower end of the slide 74 is a curved arm 77 which is bifurcated, supporting between its bifurcations a roller 78.

The supporting bearings 64 and the carriage carried thereby are mounted slightly above the throttle controlling lever 79 but in such relation to said throttle controlling lever that when the slide is lowered in a manner which will be hereinafter described,

the end of said lever will be in the path of movement of the roller carried by the curved arm at the base of said slide.

When the shaft is rotated, the gear 68' will instantly cause a rotation of the shaft 7 0, the segment mounted on said shaft forcing the .slide 74: downwardly to the position shown in Fig.15, the same being normally held up by a spring clip 7 3' secured to the base of the guide 73 and engaging the lower edge of the slide being forced out of engagement with the slide by movement of the seg ment. Consonantly with this rotation of the shaft 7 O, the worm 68 begins to feed the carriage 66 longitudinally of the uide rods 65. As the carriage travels towar the hearing 64: remote from thegear 68, the lowered slide approaches the throttle lever 79, the roller 78 engaging the end of said lever, the continued movement of the slidemoving the lever on its pivot and closing the throttle;

A conventional form of throttle lever has been illustrated, it being understood that the present structure is adapted to operate any type of arm or lever having suitable connection with the throttlevalve to control the same. i a

The brake applying mechanism.

When the shaft 60 is driven through the medium of the sprocket 58, the shaft 57 from which said sprocket chain is driven will cause the gear 62 to rotate the shaft 63. This shaft 63 is mounted within a sub stantially rectangular frame 80 supported by the top of the cab 81, the shaft being disposed longitudinally of the frame adjacent its base. a

A pair of spaced shafts 82 and 83 are journaled for rotation in the frame 80 extending at right angles to the shaft 60 and beyond the base of the frame. These shafts at their upper terminals carry gears 84:, there being an idler 85 supported from the top of the cab whereby the shafts rotate to gether. A Worm 86 is mounted on theshaft 63, said wormengaging a toothed segment 87 supported on the shaft 83, whereby the rotation of the shaft 63 will cause both the shafts 82-and 83 to rotate. through. the medium ofthe idler 85. A spring 88 is connected to the arm 89 carried by the'segment 87 and normally tends to maintain the segment in a position to be engaged by the worm 86. i

. A pair of spaced plates 90 'and 91. are sup ported on the shafts 82 and 83 below the frame 80, said plates being connected by a plurality of bars. 90". A sleeve 93 is mounted upon. each of the shafts 82 .and

83 intermediate the plates 90 and 91, said sleeves having bosses 94: at their upper and lowerends which engagethe outer faces of the plates 90 and 91. These sleeves project beyond the plate 90 and each of said sleeves carries an arm 95 provided at its outer ter minal with a pin 96. The sleeves intermediate the plates are formedwith longitudinal slots 97 through which project pins 98 carried by the shafts 82 and 83. It will thus be seen that as the shafts 82 and 83 are rotated, the sleeves which are loosely mounted on said shafts withinthe frame formed by the plates 90 and 9]. and bars 91, will rotate. 1

'Mounted within the frame and passing verticallythrough the plates 90 and 91 is a rack bar 99, the barbeing fast to the plates whereby movement of thesame will cause the frame to reciprocate onthe shafts 82 and .83. A spring clip 99 is mounted on the upper frame 80, said clip engaging the plates 91 to hold the frameup, that is, in the position shown in full lines in Fig. 8, the clip riding over the edge of the plate when the same is returned in a manner hereinafter described. The reciprocation of this shaft is effected by a segment 100 mountedupon the shaft 63 and operating in a path at right angles to the segment 87.

When the shaft 63 is rotated the segment 87- will be actuated, rotating the shafts 82 and 83 in the manner heretofore described, the segment 100 simultaneously engaging the rack bar 99 to feed the same and the carriage to which it is secured longitudinally of the shafts82 and 83. Thesleeves 93 travel downwardly until the arms 95 are in the position shown in dotted lines in Figs. 8 and 11 and in a position to engage the "levers 101 andlO2 which operate the main air brakes as well as the auxiliary brakes. The sleeves 93 being rotated by the pins 98 will cause the pins carried at the outer terminals of the arms 95 to en gage the levers 101 and 102 and move the same to the position illustrated in dotted lines in Fig. 12, whereby to apply the brakes.

Resetting mechanism.

the drawing and consists of the lever 103 pivotally supported on thetender and extending below the same, its lower terminal slidably receiving a rod 104 which is pivotally connected to afvertically extending rod 105, the rod 105 being pivoted at 106 whereby the sameis rocked when the .rod

104 is reciprocated. The lower terminal of the rod 105 is pivotally connected to the cam rod 107 illustrated in detail in Fig. 6;

This rod isformed atits outer endwith a cam yokel08, the cam tapering from. the center 109 to its ends 110 and being received. between the segment bearings36 embracing the pin 40 which connects said bearings. The normal position of the cam rod is illustrated in Fig. 6, that is, with the lower portions of; the segment bearings engaging the narrow portion of the cam whereby the springswhich bear against the segments force the same inwardly toward each other a sutiicientdistance to engage the worm 34.

As before stated, the rod 104: is slidably mounted inthe lower terminal of the lever 103 and, in order that said lever 103 may be locked .to'the rod 104 to reciprocate the same, the rod 111 is provided, being pivoted to thelever 103 extending parallel with the same, its lower terminal entering 'a notch 112formed in the rod 104, the rod 111 being raised and lowered into and out of engagement with the notched portion of the rod 104 by the grip 113.

It will be'seen that when the rod 111 is allowed to. enter the notch-112 in the rod 104:, and the lever 103 swung on it pivot, the cam rod 107 will be reciprocated through the mediumfof the rod 105 and the lower terminals of the segments brought out of the central portion of the cam, the cam riding over th segments forcing them apart to such an extent as to bring their thread-ed inner faces outof-contact with the worm 34. On each side of the bearing block 28 and interposed between said block and the end wall 29 of the shifting box, is acoiled spring 114 which embraces the shaft 26. Simultaneous with thereleasing of the worm the springll will force the bearing block toithe cent-er of the shifting box, that is, causing the same to assume its normal or set position. v

i To reset the throttle actuating mechanism 7 and brake'actuating mechanism, the engineer disengages the clutch members 53 and 53 by means of a lever 53 attached to the lower clutch member and. normally held in raised position by a coiled spring 53 and rotates the hand wheel 115 which is mounted on the shaft 57, rotating said shaft in a directionoppositetothat in which the same has been rotated through the medium of the shaft 51. In this manner the shafts and 63 are each moved in reverse direction. VVhen'the shaft 60 is reversed, the carriage '66 on which is supported the throttle actuating mechanism, is brought back to its normal position until the gears 68 and 69 are again "in mesh, the rotation of the shaft being continued, whereby the shaft 7 0 will be rotated to lift) the 'slide' 74: until its lower edge rides over the-spring clip 7 3 mounted at'the base of the guide 73, the lip 73 of which engages 'over'the' lower edge of the slide and holds the same in raised position. Simultaneous with the resetting of the throttleactuati'ng mechanism, the shaft 63 in its reverse movement rotates the segment 87 mountedWn'the shaft 83 and the segment 100 which engages the rack bar 99, raising the frame and rotating the sleeves 96 and 97, whereby to reset the arms which engage the brake levers. When the frame is brought to raised position, the spring clip 99' engages beneath the plate 90 and maintains the frame in raised position. The rack bar 99 is provided at its upper end with a projection 99" which engages the frame 80 on its downward movement, whereby to limit the downward movement of said frame on the shafts 82 and 83.

The entire mechanism is now reset, whereby engagement of the gears 23 with a rack bar will again operate the mechanism to stop the train.

The many advantages of an apparatus of this character will be clearly apparent as the same provides a simple, eflicient means for positively stopping a train at any desired point without the necessity of employing a complicated mechanism at the side of the track or one which is liable to be affected by weather conditions, or one which when set will be accidentally moved to its unset position whereby to allow a train to enter a block which is occupied.

Various signaling means may be employed in connection with the actuating means at the track side or, as stated in the foregoing, the signaling means may be entirely dispensed with. Furthermore, means may be provided of any suitable character for positively locking the actuating rack bar in either of its positions whereby it may not be tampered with by any unauthorized persons.

' What is claimed is:

1. In train controlling means, a train mechanism comprising actuating means including a transversely movable shaft driven from an axle, and a worm mounted on said shaft, a sectional bearing engaging said worm and means for resetting the actuating means.

i In train controlling means, a train mechanism comprising actuating means including a transversely movable shaft driven from an axle, and a worm mounted on said shaft, a sectional bearing engaging said worm, and means for resetting the actuating means, said resetting means including a cam adapted to separate said bearings, whereby to bring the same out of engagement with the worm.

3. In train controlling means, a train mechanism comprising actuating means including a transversely movable shaft driven from an axle, and a worm mounted on said shaft, a sectional bearing engaging said worm, and means for resetting the actuating means, said resetting means including a cam adapted to separate said bearings to bring the same out of engagement with said worm and spring means normally holding said hearings in engagement with the worm.

4. In train controlling means, a train mechanism comprising actuating means including a transversely movable shaft driven from an axle, and a gear mounted on said shaft and receiving motion from the axle, a worm mounted on said shaft, a sectional bearing engaging said Worm, springs normally holding said bearing in engagement with the worm, means for resetting the actuating means including a cam operating be tween said bearings against the tension of said springs to move the bearings out of contact with said worms, and resilient means actuating upon the supporting means for the gear when said brakes have been separated.

5. In a train controlling mechanism, throttle operating means, brake operating means, each of said means including driven shafts, a shaft transmitting motion to said driven shafts, a shaft having flexible connection with the last mentioned shaft, means for moving the last mentioned shaft laterally whereby the same may be driven from the axle of one of the trucks of the train, and means arranged at the side of the track for rendering the last mentioned means operative.

6. In a train controlling mechanism, throttle operating means, brake operating means, each of said means including driven shafts, a shaft transmitting motion to said driven shafts, a shaft having flexible connection with said last mentioned shaft, means for moving the last mentioned shaft laterally whereby the same may be driven from the axle of one of the trucks of the train, said means including a sliding block and adapted to move the block laterally, and means arranged at the side of the track for rendering the last mentioned means operative.

7. In a train controlling mechanism, throttle operating means, brake operating means, each of said means including driven shafts, a shaft transmitting motion to said driven shafts, a shaft having a flexible connection with the first mentioned shaft, a slidably supported block forming a bearing for said last mentioned shaft, said block including a sectional bearing, a shaft passing through said bearing, a worm mounted on said shaft and engaging the bearing to move the block, the sections of said bearing being provided with extensions, resilient means normally forcing said extensions toward each other whereby the bearings are maintained in contact with the worm, a rod provided with a cam surface insertible between the bearings whereby the same may be separated to bring the bearings out of contact with the worm, a rod having a pivotal connection with the first mentioned rod, a lever having sliding connection with the last-mentioned rod, means for locking said lever to said rod whereby the rod may be reciprocated to actuate the cam, resilient means normally bearing against the block to maintain the same at substantially the center of the shaft on which the same is mounted, and means arranged at the side of the track for rotating said shaft.

In testimony whereof I affix my signature.

JAMES H. GORRION.

Women or this patent may be obtained for five cents each, by addressing the "Commissioner of Patents. Washington, D. 0. 

